Train-stopping system



Oct. 12 1926.

J. F. WEBB, JR

TRAIN STOPPING SYSTEM Filed Feb. 26r

1925 l5 Sheets-Sheet 1 INVENTOR -:IU r/an 'Webc:

ATTORNEY Oct. 12 1926.

Filed Feb. 26, 1925 '1,602,51 3 J. F. WEBB, JR

TRAIN STOPPING SYSTEM 15 Sheets-'Sheet 2 :ifi ATTORNEY Oct.' 12 1926. 1,602,513

J. F. WEBB, JR v TRAIN STOPPING SYSTEM Filed Fe'b. 26, 1925 15 Sheets-Sheel'.v 5

12 TDi-:11,5-

EJTE.

INVENToR cfeafz 1 ATTORNEY Oct. 12 1926.

F. WEBB, JR

TRAIN STOPPING SYSTEM Filed Feb. 2e, 1925 O f@ E N N f Q?- 7 a S l m m 15 Sheets-Sheet 4 INVENTOR J. F. WEBB, JR

TRAIN STOPPNG SYSTEM Filed Feb. 26. 1925 l5 Sheets-Sheet 5 Oct. 12 1926.

J. F. WEBB, JR

TRAIN' STOPPING SYSTEM Filed Feb. 26,

1925 15 Sheets-SheetY 6 INVENTOR Jed/1 17 %bb,Jf,

ATTORNEY Oct. 12 1926. 1,602,513

J. F. WEBB, JR

TRAIN STOPPING SYSTEM IFiled Fey.' 26. 1925 15 Smets-sheet 7 Y 6 `4d 24; 4Q 45 "mi`q.l. Z L A 41 P Aff/ QN W s I |v o (5f y f vINVENTOR Jean b/:

MW ATTORNEY Ott. l2 1926.

J. F. WEBB, JR

TRAIN STOPPING SYSTEM l5 Sheets-Sheet 8 Filed Feb. 26K. 1925 HTMC v INVENTOR. Jed/7 'Wbd?. BY

Y ATTORNEY Oct. 12 1926. 1,602,513

J. F. WEBB, JR

TRAIN sToPPING SYSTEM Filed Feb. 26, 1925 15 sheets-sheer 9 J. F. WEBB, JR

TRAIN sToPPING SYSTEM Oct. 12 1926. 1,602,513

INVENTOR l ATTORNEY Oct. 12 1926.

J. F. WEBB, JR

TRAIN STOPPING SYSTEM Filed Feb. 26. 1925 15 sneetssneet 11 INVENTOR Jean EWbb,

I I ll n v il oct; 12 1926. 1,(502513 J. F. WEBB, JR y 'TRAIN STOPPING SYSTEM Filed Feb. 26, 1925 l5 Sheets-Sheet l2 iqinl INVENTOR a ATTORNEY Oct. 12 1926. 1,602,513

J. F. WEBB, JR

TRAIN STOPPING SYSTEM Filed Feb. 26. 1925 15 sheets-sheet 1s v VEN'roR :fea/7 F}7bb,c/r

ATTORNEY Oct. l2 1926.

J.F.VVEBB,JR

TRAIN STOPPING SYSTEM 15 Sheets-Sheet 14 Filed Feb. 26, 1925 BY @a Lw ATTORNEY Oct. 12 1926. 1,602,513

J. F. WEBB, JR

` TRAIN sToPPING SYSTEM Filed Feb. 26. 1925 15 sheets-sheet 15 ATTORNEY INVENTOR Jean f.' Wem.

Patented Oct. 12, 1926.

UNITED STATES iPATIENT F FICE.

JEAN E. WEBB, JR., OE NEW YORILN. Y., Ass'IeNoR To THE INTERNATIONAL SIGNAL oo.,` A CORPORATION OF ARIZONA.

TRAIN-STOPPING SYSTEM.

My present invention relates to the art of train operation and control and more especially to systems for effecting automatic stoppingot` the train should the Vengineer not be alert and run past a danger signal.

The objectsfof the present invention `are to provide such a'system in which provision is made whereby the engineer may so manipulate the mechanism so as to convert its operation from that of a full automatic stop action toa minimum speed control action inthe application of the brakes; to a system having, if desired, a maximum speed control whereby `should the train eX- ceed the predetermined maximum speed the brakes will be set until the speed is again, reduced to below the predetermined maximum speed; to provide a system in which the automatic train control valve mechanism of the type disclosed in my Patent #1,487,991, issuedv March 25, 1924, and-the valve operating plunger mechanism of the type disclosed in my application, Serial No. 609,864, `filed December 30, 1922, may be advantageously employed, the present invention including such modification of the plunger mechanism as will adapt the same to theA presentuses. In carrying out ,my present invention'I substitute Vfor the resetting cylinder and piston of the plunger device what` Ihere term a selective valve device, and substitutefor the resetting lug, which is fixedon the main cam shaft in the apparatus of my application aforesaid, a loose cam with lug` so mounted as to turn on thevcam shaft but so associated with the main cam and the plunger mechanism as to move `with the main cam in one direction only (i. e. when, engaged by the plunger on its upstroke), this lug serving, by its engagement with the selective valve piston, to set'the selective valve piston to its normal position,y and also toconstitute a limiting stop therefor when the selective valve piston is moved to ythe position which converts the action from an emergency control action. u .p

The present invention also includes those novelcombinations of mechanism by which the desired results are attained, as well as such improvements and adaptations( ofthe plunger mechanism, etc. as above referred to. Withy other objects in view which will rbe provide selective valve cam.

p pistonvv assembled.

stop to a minimum speed.

hereinafter appparent, the invention resides in those novel structures, combinations and arrrangement of parts, first fully described, then be specifically pointed out in the appended claims, referencel being had to the accompanying drawings, in which Y Figure 1 is a diagrammatic view of my invention designed forboth maximum and minimum speed control. 'i Figure 2 is an enlarged elevation of a portion of the train stop plunger and cam mechanism oif the type Of-'my application aiforesaid,` adapted however to the present invention.

Figure 3 is a top plan nism shown inFigure 2.

Figure lis a cross section on the line Llf-lof Figureg. i i F igure 5 is adetail elevation inthe direction of thelarrow m in Figure 3.

Figure 6 is a detail side elevation of the selective valve cam'. Y

View of lthe mecha- Figure is a detailedge elevation of the i selective valve cam. Y

Figure 8 is an Yinverted plan viewvof the `Fi,\r 1;ure 9 is a detailend elevation of the main cam. vFigure 10 is cam. f y, .u p Y Figure 11 isa detail inverted plan view aside elevationof Ythe main of themain cam.

Figure 12 is an enlarged side elevation of the selective valve f mechanism.

Figure 13 is an enlarged rear elevation of the selective valve mechanism. c

NFigure14 is an enlargedfinverted plan viewolf the selective valve mechanism.

Figure'l is a `vertical section `on the line 15-15jof Figure 14.

all of which will be VFigine 16 is anl elevation ofthe valve assembled. 1 i

i Figure18 is aside elevation of the speed governor.` y i 1 ,Figure 19 is a top plan view of the speed governorv` u Y Y,

igure`20 is anend elevation of the governor. v i

Figure :21 isa detail vertical section on theline 21-21 rof Figure20. i

Figure 2211is a front, .elevation of the maximum-.speed control valve.

`Figure17k is an elevation of the same dis- Cir Figure Q3 is a side elevation ofthe saine.

Figure 24 is an inverted Aplanview of the same.

Figure is an enlarged horizontal longitudinal section oit the governor -on line 243-25 ot' Figure 18.

Figure 36 is a frontelevation `of' the acknowledgment valve.

Figure i? is a sideelevation ot the -aclnioivledgnjient valve.

Figure QS is `a hottoi'n plan view 'ot the a ciano .vlc dginent" valve. l

Figure 2 9 is a vertical section ot the aclrnowledgniient Valve on the line 2929` ot Figiire 28.'

i41 igure' 30V ing valve.

Figure '3i is a bottoni plan view ot the blanliing valve. l

Figure 32 is an end elevation ot the blanking valve with the' cap'plate removed.

Figure BS'is a vertical longitudinal section of the blaiilin'g valve.

gureB-'lvaidiegrammatic view showing aside? elevationot the blankthe connection for double equipment (right and lett) service.

Figure is a detail. elevation ofthe dirertional valve and showing how it may be operated by the reverse lever of the locomotive. p

Figure 36 is a plan view ot a inodiiied 'torni ot governor niechanisml Fieurc 3? is an end vieiv ot' the same.

ire '38 isa horizontal section on line Figure 37. i 39 is adiagrammatic viewv hereinj referred to. Lc''erring now to the accompanying drawings, in which like numerals ot' reference ii dicate like parts in all the'ligures, 1 represents the engineers valve which is connected to the train line sectionQ that in turn conwith the train line 4 through the cutout cocll 3 and double heading cock 5 in the usual manner. All ot theseparts may be ol the ordinary and conventional construction.

designates the automatic train control valve the construction of which may be that disclosed inniy Patent No. 1,487,991 hereinbetere referred to and a detailed description thercol intliisapplication is thought to he unnecessary.

4" designates a pipe connecting the cut-out coul; with the inletport 12 oit the automatic train contr'o'h valve 6 While 8 designates a pipe trom the cut-out cock to the port' 9 ol`V tliea'utoinatic traiir control valve 6. The port 9 of the automatic train control Valve 6 is the one that connects with the main chamber otthe valve.

*The outlet port L13 of the traincontrol valve G is connected by aA pipe 11 to the selective valve 14" (hereinafter referredv to).

17 a pipe which'connects'with the outlet port ot the selective valve 14: and delivers to atniosphere through the indication whistle 18.

An acknowledgement valve mechanisn'r 19 is provided which .is connected by a pipe 2() to the pipe 7 and which is connected by a pipe 21 to the selective valve mechanism 1,4. The acknowledgement valve is also connected a pipe Q3 inr vrhich is a check valve Qd to the valve mechanism of the centrifugal speed control governor device 22.

lroni thc centrifugal speed control governor device a pipe 25 leads to atmosphere through the speed control Whistle 26. designates a pipe from the centrifugal speed control mechanism to the selective .valve 14.

Qi'dcsignates a blanliing valve (the constructi'oni ot i'hich ivill be hereinafter eX- plained) and 2S designates a maximum speed control valve associated with the centrifugal governor and connected by a duct or vpipe 29 with the blanlzing valve to control its operation.

vld-hen the syste-m is used on double equipment a directional valve 31 is connected in the sj-fctem in the manner indicated in Figure S3-lf 'and is rn'eterably controlled by the operation ot the reverse lever oi the engine to bring` one or the otherset olf mechanisms intr.) Yturctional connection according to the direction in which the ioconiotive is moving, oliivhicu more willL be said later'.

32 'reinesents the plunger mechanism, the i structioirojt which may be sulgistantially ame as that disclosed in my application aioiesaid, and represents the main cam which is operated by the plunger mechanism operates the automatic train ve mechanism G, the. main cam a'connecting part of the plung- 8-1 is the valve opentlo lmain cam and 35 is a resett 1 roof, ivhile 36 designa-tes the locaing rio ont the main cani and 37 designates the :ain locl: that is associated with the locking lip to hold the cam in either ot tivo positions 'to .vliiclrit may be moved by the plunger action.

fis thegeneral:construction ot the plunger incclianisin ot the automatic train control is well known (see my application aforesaid) a detailed illustration and description thereofV in this application is thought to be unnecessary. l'n adapting the plungerautoniatic-control-valve mechanisms olf my patent and application aforesaid to the present system the main shaft 39 is provided with a bearing part 38 'for the selective. valve cam ll() on which that cam is free to turn.

The selective valve cam et() has a lip L.il to be engaged by the plunger on its upstrolre to turn the selective valve cam to bring its lug l-finto the normal position shown diagrammatically in Figure/1.7 thereby causing movement of the valve-piston, of the selective valve .mechanism 14 inwardly.`

43 is the stop rib of the selective valve cam with which is associated a cam lock 44 and a stop portion 15 of the casing 45, the latter limiting the movenient of the selective valve cam under the influence of the valve-piston of the selective valve mechanism 14 as will later be more clearly understood.

'lhe selective valve mechanism includes ahousing providedavith fastening lugs 16 by means of which it' may be secured in. place on the support ofthe plunger mechanism in lieu of the resetting cylinder' shown in my application aforesaid'.

The housinf includes a barrel 45 in whichl the valve lining 46 is located, the valve 1ining 46 having sets of ports 47, 48 and 49, while thecasing or, housing has al duct 50 to which the pipe 30 connects, a duct `51 to which the pipe 11` connects, a duct 52jto which the pipe` 17 connects and a duct 53 to which the pipe 21 connects. These` several ducts 50, 51 and 52 are associated kwith the respectivesets of ports 47, 48 and 49 which are controlled by the double-piston 54 of the valve mechanism 14. The piston 54 is preferably made in sections, one end section 55 having a stem 56 and the other' end section 58 being threaded thereon and cotter-pinned toV hold the intermediate section 57 in place, thus facilitating the place-` ment of the packing rings 59.

.'.ihe acknowledgment valve 19 `has a i handle 60"fulcrumed on a pin 61 and heldV in the neutral or central position by a spring latch62. Themain chamber 63 of the hous- ,Y

ing ofthe acknowledgment,valve 19'communieates with branch chambers 64 and `654 through valved-passages.

66 designates the inlet tochamber 63 from the train 'line connection pipe 20. 67 indicates the'valve controlling thepassage between chambers 63 and 64, theVv latter chamber being the` branch to which pipe 21 connects, and` 68 designates the valve between chambers 63 and 65, the latter being the chamber with which the pipe 23 con-- nects.- The valves 67 and 68 have stems 69 and 70 respectively lwhich. engage the heels 71 of the handle 60 and are operated by movementY of the handle in one direction or the other. y Y I 81 designatesthe housing of the governor mechanism 22 (embodiment of Figure 25) which housing has an inner flange 82` to which the ball race retainerinner fiange plate 83 and the ball race retainer' enten cap plate 84 are securedby cap screws 87. 85 indicates a ball bearing withl its race held between the plates 83 and 84 and forming albearing for the shaft portion of the governor. f

`86designates groove oil restrainers and 88 indicates an oil seal Igroove intoyvhich` theflange 89 on the shaft base plate 90 pro jects. The shaft base plate 90 is fixed to the end of the axle A by cap screws 91, the axle A being any suitable axle of the locomotive, as for example one of the front truck axles.

The casing 81 has a valve chamber portion 92 that is shouldered at 93 against which the bushing 114 sets. 94 is the valve bushing which has ports 95 and 96 and 97. The casing or housing-'81 has a duct 98 between the port 95 and the port 99 to which the pipe 23 connects. It also has a duct 10() betweenthe port 96 and the port 101 to which the pipe 20 connects. It has another duct 102 between the port 97 and the y*port 103 to which the kpipe 25 connects. The arrangement of these various ports and ducts is best shown in Figures 1 and 25 of the drawings. Z

A104 is a spacing' ring againstwhich the shaft end oil retainer and innerbearingretainer 105 is held. The shaft and oil retaining and inner bearing-retainer 105 has oil grooves 106 and 107, in thelatter of which the flange of the oil hold-'back flange plate 108 projects.

109 is the shaft portion on which the` valve sleeve115 and the `governor thrust linger sleeve 12() slide, and the shaft in-, clude's an enlargement -110 forming a slide blealring for the portion ofthe thrust finger s 1 e. l

112 is a retaining nut which holds the inner race of the ball bearing 111 and the flange plate-'108 vinposition on the shaft 109 .while a capI plug 113 -is screwed into the valve chamber portion 92 of the casing 81 and holds tlie'outer, race of the bearing .111 and the members,y 105, 104, 94 and `114 in place VThe ring 114 is vprovided with a lugA that.` operates ina slot 116 in the slidable; piston valve sleeve 115 to prevent rotation.. of the piston valve sleeve. VThe piston valve sleeve has two packed piston valves 117 and 118 which control, passage Vthrough `the various ports 95, 96 and 97 according to the position of the piston valve sleeve 115.

`119 is theouter ball bearing race retainer portion ofthe piston valve sleeve 115 which cooperateswith the portion 120 of the ball fingers sleeve to holdthe ballbearing 121 in place and throughjit effect a coupling between ,the sliding 'sleeve115 and the rotating governor fingers 129. v122 designates the space Aorpocket in the governor slide cham` ber inwhich the return spring 123 is located. u i

124 indicatesball levers `fulcrumed on a pin 125 that "passes throughV the enlarge;y ment 110 of the' shaft 109 and these levers carry portions 126 having thrust bearing teats 127 that engage the surface 128011 the lingers .129 '.to effect movementV thereof. against the tensionof the spring 123 as the "receive a flange 79 of the plate 75.

balls 124 are thrown out under centrifugalV force.y

ln the embodiment of the governor mechanism illustratedr 1n Figures 36 to 39 the casing is made in two parts 72 and 73, the

lirture to those ofv the former embodiment bear the same reference`| numbers as in theV first embodiment illustrated. The governor maybe directly secured to the axle A'or 'be connected therewith by gears G as diagram- *matically illustrated in Figure 39.

130 isa high speed control valve operatingb'ell crank (Figure 21) vwhich operates on the plunger Vor stemy 136 of the high speed control valve. 131 is the casing of the *high speed control valve which is mounted on the governor casing 81 and has an inlet chamber 132 and outlet chamber 133 as well as Van inlet port 134 and an outlet port 135. The bell crank 130 is moved by the "'lug 137.

The valve'28 has its stem 136 adapted to be engaged by the bell crank 130 as before stated and it maybe held seated under-the influence offa llight spring `as indicated in the drawings.

138 is the casing of the blanlring valve 27, the same having an inlet chamber 139- in communication with thev inlet port 140 'and adapted to communicate through a valve seat passage 143- with the intermediate chamber 141, the latter being` in communication with the `port 142 hereinafter again referred to.

144 is a capto close one end of the casing 138,`i. e., the end having the chamber 139. 145 is theoutlet chamber of the blanking valve and 146 is the outlet port thereof to atmosphere through indicating whistle 147. 148 :indicates the blanlring valve governor- "chamber which is closed von the outer side by Aa cap, 149. 15() isthe blanking valve pis` ton vwhich has a packing ring 151.

152 represents the out-let valve head and 153 represents the threaded stem on which "the inlet valve head 154 is secured by a castellated nut 155. 157 is a cup lwasher and 158 is a cup washer retainer, the cup washer and the retainer being held in place by the castellated nut 159 and cotter Vpin 156 on the threaded stem 160.

161 is a. port in the .blanking valve cas ingj138 to which the pipe 29 connects while 162 designates a drain port and 163 a ductv y from the inlet chamber 139 to the blanking e5 valve governor chamber 148.

164 l indicates the usual reversing lever which, when the invention is adapted for right and left equipment, may be provided with a cam piate 165 having cam portions 166 and 167 adapted alternately to engage the stems 168 and169 of the directional valve mechanism 31, the construction of which, in general, is quite similar to that of the acknowledgment valve. The directional valve mechanism 31 has three chambers 170, 171 and 172, the chambers 170 and 171 being connected by ducts 8 to the respective train control valve ports 9 and the chamber 172 being connected by a duct 8 with the cut-out coclr. rEhe passages between the several chambers are controlled by the. valves 168 and 169.

So fa'r as described the `manner in which my invention operates will be best understood as follows,reference being had particularly to diagrammatic Figure 1.V

The selective valve cam 4() is mounted on, butfnot attached to, the-main cam-33 which controls the movements ofl ythe air valve, as -hereinbefore described. The passage of the plunger over a ramp, elevates the plunger-head which engages at the same time the respective lips 34 and 41 of both the main cam 33 and the selective valve cam and oscillates the main cam to the abnormal, or air-valve opening, position, and the selective valve cam to the normal or piston-retracted, position.

If the ramp is an energized (clear) ramp, the main cam 33 is reversely oscillated in the usual manner as the plunger leaves the ramp, and the air valve is restored to lits normal, or valve-closed, position. The selective valve cam 40 however is left in its normal or piston-retracted, position.

If the ramp is a cle-energized (stop) ramp, the main cam 33 is left' in its Aabnormal, or valve-opening, position, and the selective valve cam 40 in its normal position, as the plunger leaves the ramp. The main cam 33 then remains in its abnormal, or valve-opening, position, until an energized (clear) ramp is reached, as the engineman has no means, except manual, of restoring it to its normal, or valve-closed position.

The train line air escaping from the now open train control valve goes into the chamber between the two piston rings 59 of the piston 57 of the selective valve and then out of that chamber to the atmosphere through the indication whistle 18. If unaltered, this efi'ects a plain automatic stop action.

If the` engineman is alive and alert and desires to convert this automatic stop action into a speed controlled action, he moves his acknowledgment valve 19 so as to introduce air (which may be main reservoir air) behindthe right hand ring.59 of the piston 57 'of the selective valve, and thus push forward (to the left) the piston of the selective valve. This movement cuts off the port to the indication whistle and connects the chamber betweenthe two selective valve piston rings 59 with the port leading to the speednoiitrol mechanism, where the escaping' traina; lliine airrsehters the chamber between thettwb piston rings 117 and 118 of the speed control mechanism.

It the engineman has properly obeyed the caution signal and reduced his speed to, or below, the predetermined minimum, belore passing the stop iamp, the chamber between the two piston rings 117 and 118 of the speed control has no port to the atinospliere, and consequently no braking action takes place.

Ii the engineman, however, has passed ovei` `the. stop ramp above the predetermined minimum speed, the air chamber between the two piston rings of the speed control is connected with the atmosphere through the port leading to the speed control whistle. lhc escaping train line air thereupon reduces the pressure in the train line until the triple valves eli'ect a brake action, w iich in turn reduces 'the speed of the train. ",Vhen the speed has been reduced to the predetermined minimum, the spring tension ol the speed control overcoming the action ot the governor balls pushes backward (to the right), the speed control piston cutting oil" the port to the atmosphere through the speed control whistle. The stopping olt this whistle informs the engineman that his speed has been reduced to the predetermined minimum, but his brakes are still set; and, if he wishes to avoid an automatic stop, he must move his acknowledgment valve so that main reservoir air can be introduced into the train line b` means of the pipe 23 leading through the'speed control and the selective valve. Main reservoir air, so iiitioduced, elfects a releasing of the brakes with normal rapidity, and the engineman can then proceed at, or; below, the prede termined minimum.

'Any acceleration, however, at this time will again connect the ti'ain line air with the port to the atmosphere through the speed control whistle, and the braking action will bc renewed and can be nullii'ied only in the manner just above described.

rlhis condition continues until the `next ramp is reached. The passage of the plunger over this ramp will restore the selective valve cam to its normal, or piston-retracted position, which movement of the piston again connects the chamber between the two rings ot the selective valve piston with the atmosphere through the indication whistle, thus converting the speed controlled action again into an automatic stop action; and

this automatic stop action can only be converted into a speed controlled action by again movingthe acknowledgement valve as before. *These respective movements continue until a clear ramp is reached and the main cam is reversely oseillated to its normal, or valve-closed, position, whereupon no 'further train line air can escape through the air valve, and then the enginman can proceed at indefinite speed.

Should the maximum speed control be used as a part of the system, it will be seen that so long as the train is proceeding at a speed below the predetermined maximum the valve 28 will remain closed, thus holding the air pressure in the chamber 14S 0i" the blanking valve which, acting on large area of the pistons 157 and 158, keeps the valve 154 open and valve 152 closed. When, however, the speed reaches the maximum, the valve 28 will be opened to release the 'air t'i'oni the chamber 148, thus allowing the valve 154 to close and the valve 152 to open, which permits train line air to be released from the port 146 via pipe 10 and indication whistle 147 to atmosphere to set the brakes.

As soon however as the train speed falls below the maximum allowed the valve 2S will close and permit main reservoir pressui'e to build up again in the chamber 148 which, acting on pistons 158 and 157, re-

closes the valve 152 and reopensthevalve 9 154, thus restoring the parts to the normal positions again.

Then the apparatus is used for right and lett equipment the selective valves (one being used with each automatic train con# trol valve and plunger device) may be operated by a single acknowledgment valve, the connections being made as illustrated diagrammatically in Figure 35 and as this is a mere duplication of the parts further and detailed description thereof is thought to be unnecessary.

What I claim is:

1. In an air brake system of the mechanically actuated air valve and plunger type wherein means are provided for operating to open the air valve at each signal station and thereafter immediately close the same if the right of way is clear; the combination with t-he air brake Vvalve and the train line of means for converting the action of said valve from an automatic stop to a speed control action. A

2. In an air brake system of the mechant cally actuated air valve and plunger type wherein means are provided for operating to open the air valve at each signal station and thereafter immediately close the'same if the right of way is clear; the combination with the air brake valve `and the train lineoil means for convertingthe action of said valve from an automatic stop to a minimum speed `control action.

3. lInan air brake system of the mechanically actuated air valve and plunger type 

